Vehicle with intercushioned banking and vertical oscillation suspension for the superstructure



J. KOLBE USHIONED BANKING A ENSION FOR THE SUPEI VEHICLE WITH INTERO OSCILLATION SUSP 1947 Oct. 27, 1953 Flled Aprll 19 0f.27, 1953 J KO. B 2,657,067

VEHICLE WITH INTER ND VERTICAL i CUSHIONED BANKING A SUSPENSION FOR THE SUPERSTRUCTURE 14 Sheets-Sheet 2 OSCILLATION Filed April 19, 1947 1l Oct. 27, 1953 J, KOLBE 2,657,067

VEHICLE wxTH INTERCUSHIONED BANKING AND VERTICAL osCILLATIoN SUSPENSION FOR THE SUPERSTRUCTURE Filed April 19, 1947 14 sheets-sheet 3 Oct. 27, 1953 2,657,067

J. KOLBE VEHICLE WITH INTERCUSHIONED BANKING AND VERTICAL OSCILLATION SUSPENSION FOR THE SUFEIRS''RUCTURE Filed April 19, 1947 14 Sheets-Sheet 4 2,657,067 AND VERTICAL ERSTRUCTURE far/enla!" J. KOLBE RCUSHIONED BANKING SPENSION FOR THE SUP 14 Sheets-Sheet 5 C/ac Oct. 2 7, 1953 VEHICLE WITH INTE oscILLATIoN SU Filed April 19, 1947 Oct. 27, 1953 J. KOLBE VEHICLE WITH INTERCUSHIONED BANKING AND VERTICA OSCILLATION SUSPENSION VF'OR THE SUPERSTRUCTURE Filed April 19. 194'? 14 Sheets-Sheet 6 Jil/orn? J. KOLBE CUSHIONED BANKING AND VERTICA ENSION FOR THE SUPERSTRUCTURE 14 Sheets-Sheet 7 .1. KOLBE 2,657,067 TERCUSI AND VERTICAL ERSTRUCTURE Oct. 27, 1953 VEHICLE WITH IN {IONED BANKING OSCILLATION SUSPENSION FOR THE'SUP Flled Aprll 19 1947v 14 Sheets-Sheet 8 Oct. 27, 1953 J. KoLBE 2,657,067 VEHICLE WITH INTERCUSHIONED BANKING AND VERTICAL OSCILLATION SUSPENSION FOR THE SUPERSTRUCTURE Filed April 19, 1947 14' Sheets-Sheet 9 A f2.1 Venier' c/Oc'hzlf Kolbe Oct. 27, 1953 VEHICLE WITH IN OSCILLATION S Filed April 19, 1947 USPENSION FOR THE SUPERSTRUCTURE J. KOLBE 2,657,067 TERCUSHIONED BANKING AND VERTICAL 14 Sheets-Sheet lO @M fa,

Oct. 27, 1953 J. KoLBE 2,657,067 VEHICLE WITH INTERCUSHIONED BANKING AND VERTICAL vOSCILLATION SUSPENSION FOR THE SUPERSTRUCTURE Filed April 19, 1947 14 'Sheets-Sheet ll if@ ZW 7 2 6 1 0 t i e m m S 6 A. L e A e mmm mw 4 EC VUl R DT NS AR E GDA NU Is K. um .ET DR mmm O KIN .mm JUS CN RE ED: TS NU IS HN To II WT .A EL mi ICM www 3V 5 9, 9 l 1 .n a, 7 r 2 .w t d .c m O i nu..

Oct. 27, 1953 J. KOLBE 2,657,067

VEHICLE WITH INTERCUSHIONED BANKING AND VERTICAL oscILLATIo ION FOR THE SUPERSTRUCTURE Filed April 19, 1947 N susPENs 14 Sheets-Shea*- 13 Oct. 27, 1953 J. KoLBE 2. VEHICLE WITH INTERCUSHIONED BANKING AND VERTICAL OSCILLATION SUSPENSION FOR THE SUPERSTRUCTURE Filed April 19, 1947 14 Sheets-Sheet 14 arney Patented Oct. 27, 1953 VEHICLE WITH INTERCUSHIONED BANK- ING AND VERTICAL OSCILLATION SUS- PENSION FOR THE SUPERSTRUCTURE Joachim Kolbe, Milwaukee, Wis.

Application April 19 In Great Brita 37 Claims.

This invention relates to vehicles wherein a superstructure is supported by cushion means, usually in the form of springs or torsion members with or without shock absorbers, upon sets of laterally spaced wheels. The invention is applicableto self-propelled motor vehicles and vehicle trailer combinations and to railway cars and articulated railway trains.

The providing for vertical wheel oscillations in supporting the superstructure and the cushioning of such oscillations has always presented a problem in a resultant tilting movement of the superstructure toward the outside on turns. The softer the cushion and the greater the oscillation provided, as in automobiles, the more severe is the tilting of the superstructure to the outside.

Where mountings are constructed for the purpose of banking the superstructure toward the inside of the turn a loss in the banking effect occurs due to a primary turning of the entire superstructure about a center of motion located below its center of mass resulting from the yielding of the mounting corresponding to the loading of the vertical oscillation springs on the outside of the turn and release of the springs on the inside.

Passenger automobile designers have been faced with the problem presented by the soft riding springs which result in a substantial lateral movement of the center of mass of the superstructure on turns and a substantial tilting component of the superstructure toward the outside in order to eiect an equilibrium between the vertical supporting forces on the outer wheels and the shifted weight and centrifugal forces of the superstructure.

\ In outward tilting mountings this lateral movement of the superstructure is kept within bounds of safety and must be considered in designing the vehicle and particularly in relation to the height of the center of mass. t

An additional lateral movement in former counter banking mountings is caused by a turning of the superstructure about a secondary center of motion located above the center of mass in a rotational direction toward an inward banking position and which either partially or wholly counteracts the turning of the superstructure about the primary center of motion located below the center of mass in a rotational direction toward an `outward tilting position, as a result of a Ayielding of the springs. i f

The present invention utilizes the lateralshifting of the superstructure to effect a substantial Aoperation of the vertical oscillation springs to cause counter-banking of the vehicle.

1947, Serial No. 742,496 in February 8, 1946 The present invention is applicable to all types of mountings in which the superstructure turns about a center of motion diierent from that effective upon vertical wheel oscillation, as the result of lateral forces upon the superstructure, and provides a means for eiectively overcoming the tilting of the superstructure to the outside and the corresponding loss in inward banking effect. The invention is applicable to the use of any practical type of cushion means, including coil springs, leaf springs, torsion springs, hydraulic cushions and the like. It is applicable to both axle mountings and independent Wheel mountings where the wheels are arranged in pairs or sets.

.One of the principal objects of the invention is to load the outside cushion means by the turning of the superstructure about the` lsecondary center of motion effective under the influence of lateral forces upon the superstructure, thereby restricting the turning of the superstructure about the primary center of motion effective under vertical wheel oscillation.

Another object of the invention is to substantially prevent the outward tilting movement of the superstructure on turns.

Another object is to substantially pre-absorb the vertical oscillation cushion means upon a turn and simultaneously obtain banking of the superstructure inwardly.

Another object is to provide a wider adaptation of design for inward banking mountings to accommodate space requirements and obtain varying desired banking effects.

Another object is to provide a leverage system for operation of the vertical oscillation cushion means by both vertical forces and lateral forces on the superstructure whereby the lateral forces operate to actuate the cushion means on turns in a manner to prevent outward tilting of the superstructure.

Another object is to provide a banking mounting for vehicles in which the cushion means are operated to obtain a substantially full banking effect at low speeds on a turn without loss of the eiect upon increase in speed.

lAnother object of the invention is to provide a banking mounting for vehicles in which the motion of the center of mass of the superstructure is utilized to eiect blocking of the outside cushion means on a turn and release of the inside cushion means without loss in banking by reason of the actuation of the cushion means.`

Another object is to employ a relatively large lateral shifting between the lower part of the superstructure and the wheels on a turn to control the resistance to vertical oscillation between the wheels and superstructure.

Another object is to provide a banking mounting for vehicles employing banking arms and in which the movement of the eiective point of road contact with each arm more nearly corresponds to an arc having the banking axis of the corresponding arm as a center during turn of the banking arm about the banking axis.

Another object is to provide a banking mounting for vehicles employing, banking arms and in which the length of each banking arm is maintained more constant during operation of the arm on turns.

Another object is to maintainA the oscillating, part of each banking arm in substantially thev same position relative to the connecting means between the part and the superstructure, regardless of variations of lateral pressure exerted thereon.

Another object is to provideV a vehicle banking mounting in which the superstructure moves more rapidlyy to its final banked position relative to the wheels on a turn, thereby maintaining. the superstructure more stable at all times.

Another object is toY provide a vehicle banking mounting in which the banking leverage system for operating the cushion means and thevertical wheel oscillation leverage system for operating the cushion means are substantially independent of each other so that their relative action and timing may be controlled as desired.

Another object is to-proviclea banking mounting for vehicles in which the leverage ratio for operating the springs provides a greater resistance to the outward tilting of the superstructure than to the inward banking of the superstructure, whereby the superstructure moves readily in the direction of least resistance.

Another object is to provide a vehicle mounting in which the superstructure is more stable against one-sided loading thereof.

Another object is toprovide a vehicle mounting in which through improved spring operation an inward banking movement is obtained with. a secondary center of motion that is higher for a given degree of banking at a given speed and turn.

Another object is to provide a vehicle mounting in which the vertical oscillation cushion means may be more soft without increasing the danger of outwardr tilting of the superstructure.

Another object i's'to provide a vehicle mounting in which the vertical oscillation springs may be actuated more fully to assist in obtaining' a given inward banking movement, thereby making it possible to utilize mountings in which the geometry would not be effective alone to obtain the given inward banking movement.

Another object is to arrange resilient means between the superstructure and wheel suspension means in such a manner that lateral forces exerted on the superstructure will cause theresilient means to take their natural shape in accordance with the pressure exerted without inuencing the position of the superstructure achieved by the novel suspension means.

Other objects and advantages of the invention are set forth hereinafter.

The invention is illustrated in the accompanying drawings in which:

Figure 1 is a top plan view of the chassis and mounting or an automobile embodying the invention;

Fig. 2 is a side elevation of the structure of Fig. 1;

Fig. 3 is an enlarged top plan view of the front mounting for the vehicle of Fig. 1 with the superstructure in upright unbanked position;

Fig. 4 is a view similar to Fig. 3 showing the superstructure in an inwardly banked position, as on a turn;

Fig. 5 is a front end elevation of the vehicle of Fig.- 1 with. the superstructure in upright unbanked position;

Fig. 6 is a Viewv similar to Fig. 5 with the superstructure in inward banked position, as on a turn;

Fig. 7 is a side elevation of the front mounting of Fig. 1 with the near wheel removed;

Fig. 8l is a view similar to Fig. 7 showing the mounting on the inside of a curve with the superstructure in banked position;

Fig. 9 is a view similar to Fig. 7 showing the mounting onV the outside of a curve with the superstructure in banked position;

Fig. 10 is an enlarged top plan view of the rear mounting for the vehicle of Fig, 1 with the superstructure inuprightunbanked position;

Fig. 11 is a view similar to Fig. 10 showing the superstructure in aninwardly banked position, as on a turn;

,Fig 12 is an enlarged rear end elevation of the vehicle of Fig. 1 with the superstructure in upright unbanked positionu and the rear axle broken away tov show the mounting;

Fig. 13 is a view similar to Fig. 12 with the superstructure in inward banked position as on the same turn as for Fig. 11; n

Fig, 14 is a perspective view or a vehicle mounting in which the rear mounting is the same as for Fig. 1, and the iront mounting is similar to the rear mounting, with the superstructure in upright unbanked position;

Fig. 15 is a View similar to Fig. 14 showing the superstructure inA an inwardly banked position, as on a turn;

Fig. 16 is a. diagrammatic geometric view of a typical skew banking` arm construction illustrating the dual action of the springs in aiding the banking action;

Fig. 17 is a diagram force distribution for establishing the moment factors involved in a banking mounting;

Fig; 18 is a view similar to Fig. the application of the invention to construction; and

Fig. 19 is a diagrammatic front elevation of aY vehicle showing the application of the invention to a link mounting construction.

The drawings illustrate the invention as applied to a mounting employing skew banking arms similar to those set forth in the copending application of the present inventior, Serial No. 724,062, led January 24, 1947, for United States Letters Patent on a counter-banking vehicle.

Similar banking structures to which the invention is shown as applied' are illustrated in the following earlier filed copending applications: Serial No. 522,269, led- February 14, 1944, for Motor Vehicle, now abandoned in favor of this application and of application Serial No. 724,062; Serial No. 635,268, led December 15, 1945, for Vehicle, now abandoned in favor or this application and application Serial No. 724,062; Serial No. 638,210, filed December 29, 1945, for Vehicle, now abandoned in favor of applications Serial No. 14,480, led March 12, 1948, now Patent No. 2,580,559, dated Jan. 1, 1952, and Serial No. 228,452, iiled May 26, 1951; Serial No. 641,707,

I6 showing a modified of. the wheel carriers filed J anuaryA 17, 1946, for Vehicle, new. abandoned infavor of applications Serial No. 787,499, led November 22, 1947, nowPatent No`. 2,580`,5548, dated Jan. 1, 1952; Serial No. "169,161, filed August 18, 1947, and

dated Jan. 1, 1952; Serial No. 642,263, 1 ary 19,1946, for Vehicle, now abandoned in favor of application Serial No. 630, nled January 5, 1948, now Patent No. 2,581,030, datedY Jan. 1, 1952; Serial No. 642,264, led'January 19, A1946, for Vehicle, now abandoned in favor of application Serial No. 23,066, led April 24, 1948; and Serial No. 724,062, filed January 24, 1947, for Vehicle, now Patent No. 2,576,686, granted November 2'7, 1951. The present invention is illustrated in several of the above copending applications and allowed claims in said rst filed application, Serial No. 522,269, filed February 14, 1944, and in said second filed application, Serial No. 635,268, filed December 15, 1945, have been transferred to the present application.

The vehicle of the invention comprises the superstructure i which may be made up of the chassis frame, engine, body and load of a passenger automobile or other vehicle, and the Asupporting Wheels 2 which support the superstructure on the road or track. f

The wheels 2 are arranged in one or more sets, each set constituting one or more pairs, with the wheels of each pair disposed in axial alignment on opposite sides of the superstructure. In a passenger automobile, such as that illustrated, there are two sets of Wheels, one at the front end of the superstructure and the other at the rear end of the superstructure, and each set comprises a single pair of wheels.

The wheels 2 are secured to the superstructure l by suitable wheel carriers 3 which provide for vertical oscillation of each wheel relative to the superstructure for the purpose of giving a soft ride to the latter on rough roads.

The wheel carriers 3 `are arrangeclin pairs similar to the wheels, and one or more pairs may be employed for connecting each set of wheels 2 to the superstructure. In the construction i1- lustrated there is a single pair of Wheel carriers 3 for each pair of wheels.

The carriers 3 may constitute independent wheel suspensions or wheels by means of a rigid axle. In the construction illustrated the front steerable Wheels 2 are independently suspended by means of the corresponding carriers 3, and the rear` drive wheels are rigidly held by the rear axle housing 4 which is in turn connected to the outer ends In its broader aspect the invention includes :le employment of almost any practical type of wheel carrier construction suitable for the particular type of vehicle and which` provides the centers of motion for the fsuperstructure referred to above. In its more preferred specic aspect the invention employs a type of wheel carrier construction which will produce 4an inward banking of the superstructure upon turns.

The specic wheel carriers 3 illustrated. in Figs. 1 to 16 are incorporated in mountings of the banking arm type set forth in the copending application, Serial No. 724,062, referred ,to above.

As dened in said copending application, a vehicle banking armas employed in this specification and in the claims is that part` of the supporting structure of a counter7bankingy vehicle constitutingloneof atleast a pair of interconthey may suspend the `versally movable joint at the superstructure.

`interposed between the eiiective `banking armsy illustrated hecteld supports between the superstructure and either :the road or a'rigid axle, comprising a unlone end guidedin its banking movement relative to the opposite end ofthe arm structure in eilect by an inclined hinge at said opposite end to thereby move along a predetermined path whereby the plane of the arm containing the center of the universally movable joint and the inclined hinge axis intersects the median vertical longitudinal plane of the superstructure in static position in a line passing substantially above the center of gravity of thatpart of the superstructure supported by said pair of intersection of the line with avtransverse vertical plane containing the universally movable joints of the pair of supports, said banking arm structure constituting also the vertical oscillation mechanism for guiding the superstructure for vertical oscillation. upon the road or rigid axle, and said universally movable joint being furnished by the tire to road contact inthe case of an independent wheel suspension. The invention is also shown in Fig, 18 as applied to a mounting in which the banking action Fig. 19 to link mountings generally similar to that illustrated in U. S. Patent No. 2,234,676, granted to the present inventor on March 11 1941, and which produces tion for the superstructure upon turns.

The banking arms illustrated in Figs. 1 to 16 are pivoted to the superstructure I in a manner providing a skew banking axis 5 foreach 'banking arm and about which the banking arm turns relative to the superstructure during lateral movement of the latter.

Each banking arm contains within itself a vertical oscillation structure 5 to enable the corresponding wheel to oscillate vertically relative to For this purpose the structure 6 shown, is pivoted to a support member 1 it and the superstructure and which constitutes the inner end of the banking l cushion means 8, shown in the form of a coil spring, is disposed to be operated both by the `vertical oscillation of the corresponding wheel For this purpose the spring 8 is disposed between `oscillation Vthan for the banking action.

1 The outer end of each banking arm comprises road contact point `9, which for an independent wheel suspension such as that illussuspended wheel includes both the wheel 2 and carrier 3. The banking arm for a rigid axlesuspension generally includes only the carrier3. p

Each oscillation structure 6 forthe front end inV the drawings, vcom.- prises a pair of`vertically superimposed substantially parallel and horizontal arms l0 and il, each k horizontally pivoted forvertical oscillato the kingpin support l2 to the support member 1.

and at itsv inner end 4vertical oscillation and The coi-1 spring Bis supported on the lower arm scribed hereinafter.

The Aupper end oi spring 8 supports the superstructure by means o1 a bell crank lever I3 pivoted to the superstructure and having its lower end connected to the support 1 by means of a shackle I4 at a predetermined distance from banking .axis 5.

The Wheel carriers vil for the front banking yarms constitute independent suspension units for the corresponding Wheels, and the corresponding banking arms are interconnected to operate in unison by any suitable means such as the suspension tie rod I5 shown 'as secured to the lower arms II by ball and socketjoints I6.

Each oscillation structure 6 for the rear end banking arms, illustrated in the drawings, cornprises a substantially horizontal oscillation arm 6 pivoted at its outer end to the axle housing 4 by a ball and socket joint at the eiective road con tact point 9, and at its inner end to the support I by a substantially horizontal hinge II for vertical oscillation of housing 4 relative to the superstructure. An upper suspension rod IB is pivoted at one end to superstructure I and at the other end to rear axle housing 4, and cooperates with the oscillation structure arm 6 to maintain the rear axle housing substantially upright at all times. Each rear oscillating arm 6 has a vertical-ly extending bell crank arm I9 disposed to actuate the horizontally arranged spring S both for banking action. For this purpose the arm I9 has a rod 20 secured thereto and extending longitudinally through the center of the lcoil spring, and which actuates the free end of the spring by means of a cap plate 2l secured to the rod. The fixed end of the spring is secured by a suitable bracket 22 on the superstructure I.

The vehicle embodies two centers of motion for the superstructure, the primary center of motion 23 lying in a zone extending longitudinally of the vehicle below the center of gravity 24 of the superstructure, and the secondary center of motion 25 lying in a zone extending longitudinally of the vehicle above the center of gravity 24.

The primary center of motion 23 exists in all cushion mounted vehicles, and constitutes the center about which the superstructure tends to rotate in tilting toward the outside of a turn in the road. In general the primary center of motion may be considered as located midway between the effective road contact points 8 for each set of wheel carriers.

The secondary center of motion 25 exists in all vehicles in which the superstructure is free to bank inwardly, and constitutes the center about which the superstructure tends to rotate in banking inwardly on a turn in the road.

The rotational movement of the superstructure about either center of motion for a given lateral movement of the center of gravity tends to counteract the rotational movement of the superstructure about the other center of motion.

The vertical oscillation cushion means serve to resist rotational movement of the superstructure about the primary center of motion 23, and the stiffer the vertical oscillation springs are, the less the turn at the primary center of motion and the less outward tilting of the superstructure will result.

The turn at, the secondary center of motion to be resisted either by gravity or by separate springs whichcontrol the inward banking action. Such springs may be in the form Aof the coil springs 26 referred to in copending application Serial No. 724,062, identified above.

In accordance with the present invention the vertical oscillation cushion means 8 are disposed to be operated directly both by the turn at the primary center of motion 23 and by the turn at the secondary center of motion 25. In a banking mounting such as that illustrated, the present invention employs the vertical oscillation cushion means 8 to control the banking obtained by the turn at the banking axis in the case of banking arms, or the turn of the links in the case of link mountings. In a mounting in which the banking action is based solely upon spring operation, the vertical oscillation cushion means are employed in such a manner as to block or absorb the spring on the outside of a turn in response to lateral movement of the superstructure, thereby preventing any substantial tilting of the superstructure toward the outside, and if desired even to lift the superstructure on the outside of the turn.

Any of the banking mountings illustrated are interchangeable in principle and have corresponding spring action. In each, the actuation of the springs in response t0 a turn at either center of motion as the result of a lateral movement of the superstructure reduces the spring actuation available for vertical oscillation of the wheels on the side toward which the superstructure moves, and increases the spring actuation available for vertical oscillation of the wheels on the opposite side. In either mounting it is possible to design the mounting to eliminate the turn about the primary center of motion or to provide a combination of turns about both centers of motion giving any desired resultant effect.

The action of the spring in response to lateral movement of the center of mass of the superstructure about the secondary center of motion tends to maintain the total length of the eective banking arm substantially constant, or provides a desired control thereof.

In the front set of banking arms shown in Figs. 1 to 9, the springs t are compressed from opposite directions for the two actions named. The vertical oscillation of each front Wheel 2 relative to the superstructure I acts upon the corresponding spring 8 from the bottom by means of the lower arm II, and an upward movement of the Wheel compresses the spring while a downward movement of the wheel tends to decompress the spring. The lateral movement or the superstructure I relative to front wheels 2 provides a lever action upon the springs 8 from the top by means of the pivoted bell crank levers I3 which are operated by shackles I4 upon a turn at the banking axes 5, and a movement of the superstructure toward either side of the vehicle tends to compress .the spring 8 on that side without a corresponding lowering of the superstructure thereon and to decompress the opposite spring 8 without a corresponding raising of the superstructure thereon.

In the rear set of banking arms shown in Figs. l, 2 and 10 to 13, and in both front and rear banking arms shown in Figs. 14 to 16, the springs B are compressed from a single direction for both of the actions named. The vertical oscillation of each rear wheel 2 and the corresponding end A of axle housing 4 relative to the superstructure I acts upon the corresponding spring 8- through the oscillation structure 6, bell crank lever arm I9 and rod 20, and an upward movement of the housing 4 compresses the spring while a downward movement of the housing 4 tends to decompress yhe spring. The lateral movement of the superstructure I relative to rear wheels 2 and axle housing a effects a turn of the banking arms at the banking axes 5 and provides a lever' action upon the springs 3 through the corresponding` bell crank lever arms I9 and rods 20, and a movement ci the superstructure toward either side of the vehicle tends to compress the spring 8 on that side without a corresponding lowering of the superstructure thereon and to decompress the opposite spring 8 without a corresponding raising of the superstructure thereon.

In Figures 14 and 15 the front mounting is or a construction similar to the rear mounting, and has springs 8 supported by brackets 22 on the superstructure I, and operated by upwardly extending bell crank arms i9 on the corresponding lower suspension arms II, each lever arm I9 being pivotally secured to a rod 2li extending axially through the corresponding spring 3 and operating the same by a plate 2l bearing against the free end of the spring. Fig. 14 shows the mounting with the superstructure upright, and Fig. 15 shows the same in banked position.

The arrangement of the lever arms acting upon the cushion means is schematically illustrated in Fig. 16 where the rod 20 is eliminated and the bell crank lever arm I9 directly engages the end of spring il at a point 26.

The geometry of the mounting follows, in general, the principles described in the copending application Serial No. 724,062, referred to above, and shown in Figs. 2 and 16, and partly in other gures.

The skew banking axes 5 for one set of banking arms meet at a point 21 above the level of the center of mass and which determines a motion center line 28 extending from the point 2'I to the intersection for the extended banking arm lines 29. The lines 29 extend normal to the correspending axes 5 from the points 9 of effective road contact for the corresponding banking arms, which in the illustration shown are the corresponding ball and socket joints.

The center of motion 3l) for the set of banking arms is located on the motion center line 28 at the point of intersection therewith of a line drawn normal to line 28 from the effective point 3| of the center of mass supported by the set of banking arms, which point 3| in the specific construction illustrated is located directly above the line connecting the road contact points 9 midway between the points and at the general level of the center of mass 24 for the superstructure.

The center of motion 30 for the set of banking arms lies Ion and determines the height of the longitudinal line which constitutes the secondary center of motion considering the mounting at one end of the superstructure, thecenter of motion 30 may be considered to be the same as the secondary center yor motion 25 for the vehicle, and during operation ofthe banking arms the center of motion 30 may move as described in the copending application referred to. In the construction illustrated for the rear end, the center of motion 3|] is close to the point 21. i

Referring to the several mountings illustrated,

springs 8 will function much as inthe present day vehicles to provide for separate vertical oscil. lation of either wheel andfor a turn at the pri- 25 for the whole vehicle. In`

if .the turn at the banking axes 5 is blocked, the

direction from the center of mary center of motion 23 on curves. If the turn of the oscillation structure 6, shown for illustrative purposes to be about the hinge axis I1, is blocked, the springs 8 will function to control the turn at the banking axes 5 and provide for an inward banking eiect upon the superstructure on curves with a turn at the secondary center of motion 30.

In designing the mounting the resistance to turn at the banking axes 5 determined by the leverage provided therefor should be less than 'the resistance to turn at the oscillation axes I1,

so that upon a curve the superstructure will tend to operate the springs 8 by means of the turn at the banking axes 5 and to effect operation about the secondary center of motion in preference to operation about the primary center of motion.

The leverage to employ for this purpose is dependent upon the inclination and effective operation of the banking axes 5, the height and travel of the effective center of mass 3| relative to the outer ends 9 of the banking arms, and the spacing of the effective road contact points 9. Additional consideration must be given to the capacity and characteristics of the spring or cushion means and to the space requirements.

For determining the mechanical advantage required in any given instance, reference is made to the diagram of forces shown in Fig. 17 from which it is possible to obtain the ratio of moment involved as a basis for establishing the final spring operating leverage and the nal design location for the springs.

In Fig. 17 the weight of the superstructure is represented by the arrow W extending downward from the center of gravity 2t. This weight is distributed equally to both sides as represented by the vector forces WL and WR extending in a gravity dit toward the corresponding left and right hand effective road contact points Q for the banking arms.

The vector forces WL and WR are opposed by identical forces of opposite direction to the corresponding vector forces, and which are shown by identically labeled arrows extending upwardly and inwardly from the corresponding eiective ioad contact points 9 toward the center of gravity Considering only the left side of the diagram, the force WL is divided in relation to the primary center of motion 23 into two component forces, and in relation to the secondary center ci motion 25 for the selected banking arm into two component forces, which forces are expressed in a direction toward the respective center of motion and in a direction at right angles thereto in each instance. The latter right angle forces are the only active forces in relation t0 movement of the point e relative to mass center 25.

The active force for vertical movement of point 5 is represented by the arrow V extending vertically from point ii, and the length of which is determined by a line VM from the upper end of force arrow WL.`

The active force for inward banking move-- ment of point il is represented by the arrow B extending perpendicularto lthe line connecting point 'e with the secondary center of motion 25, and the length of which arrow B is determined by a line BM drawn normal to B from the upper end of force arrow WL.

The moment for force V with regard to the centerof mass 2i isrepresented by the product l drawn normal to V between the. @est r v. times Rv er is the. shortest distance. 34 and, the extentie@ lies Of--diresiiee @i imiter- Merise the, memset for force. B.A with. regard. with? Center Qi mass 2i isfrereseeied by the pout Bftime RB; Wbre. RB is. the sagtest distante ticinese, the mais center 24, and., the ertended line of 'direction of force B.

#The ratio. ef the momes-ts Y'RV and BRB expresses Ithe preference of* thel superstructure rep Ventedloyfrn ss center 2d tov move. aboutY einer the' primary enteros motion 2i or, sie, scodary/c'enterqf,motonfgfas the case may be,A In th fgramillnstrated VRll is substantially'greater man3-RB, theJ ratio o@ thls''mmerits"indicates a substantial preferenceforfthefsuperstructure to ineve about the pi'mlarycnter" 2'3' rather than about vthe secondary .Center 2.5,

not, be changed 'substantiauy by loading or .the

superstructure'greater 'ori` one sidefthan" on the i otiieiei by clentrifugai 'forcs t teasing te 'e sieve the superstructure'laterally;

""rh'ebroieri lines, in Fig. 1v illustrate the,

change iri` force'distribution resul'tin;'HfrornffaA ceiitrififigalforce corresponding' in magnitudeQ.

ahd jd"ctri to the 'forcv arrow C eXteilirigtr laterally from; the V, d B1 at po'intfefon" the fsid'e toward which Q is" directedare "increased as' shown, tvhile the corresponding forces V1 and Bon the opposite; side" are" decreased (notlshovvn). The ratio beillustrated, should be compensated in the structure foiijthe kpresent invention by a mechanical advanta'ge'ofjthe"reverse order for the corre spf'oridingdeverage systems acting upon the springsVV Bj'iniorderjat least to remove the preferenceffor vertical oscillation as against banking` Inc-order tomake "certain'the desired banking actionfor the mounting, this mechanical advantage of the/spring operating shouldf'be 4'i'ncreas'ed".to give a preference foi' banking as against vertical oscillation.

For this `purpose the ratio or factor of moments multiplied by the ratio or factor of the leverage systems expressed by the mechanical advantage `referred to, gives an over` all coniparative ratio of resistance as between the turn at` the primary center of motion and the turn at the secondary center shock absorbers are employed also to influence the turnwat the secondary center of motion, a ratio or 'factor' of resistance more favorable'to banking should be employed.

A factorof resistance more favorable to banking will give less degreev of banking per unit of lateral movement of factor ofsresistance that is less favorable to banking.l In this Way the most efficient structure canY be Worked outI for a given spring.

In general for any given structure a soft spring, 'which might'improve' the ride from a vertical Wheel oscillationstandpoint, will give less banking thanastiff spring.

Once the above factors of the mounting are established, the amount .of banking 'obtainable mass centerl 2li'. The forces`v leverage systems,l

of motion. Where the the superstructure than a` isr limited only, by the space requirements for the. vehicle parts in their movement relative to each other. If desired, any lever arm for the construction can be made adjustable in length to. provide for varying. conditions, as Where the load; of the vehicle is likely to vary substantially..

Where the moment ratio for actuation of the springs 3 is` insufficient to provide the desired resistance to the turn at the secondary cen-ter of motion, for instance, Where space requirements limit actuation of the springs, it is possible to employ additional banking springs, as shown in application Serial, No. 724.062, abovereferred-to,

The essence of the invention lies in changingv l a substantialpartof the spring operating space;

of the vertical oscillation springs Without a corresponding vertical component of movement of. the wheels relative to the superstructure, so that` upon lateral shifting of the superstructure on a turn the spring operating space on the outside is.

shortened automatically Without a corresponding lovvering of the superstructure and the spring operating space on the inside is lengthened With,-H outa corresponding raising of the superstructure.v Inthisway it isv possible to eliminate substan-` tially all tilting ofthe superstructure toward the outside and to avoid all loss in ther banking effect for a given mounting,

Any combination of eifects may be obtained dependingupon the type of suspension, the

"requirements and the forces and leverages in.-

" sidered to volved.

Where theftotal permissible lateral movement ofA the center of mass of the superstructure forA the given spring n,and space requirements iscon-V be aboutV four inchesy and thebanking mounting is designed to produce a maximum of 10 of inward banking ofthe superstructureby turny at thel secondary/peuter of motion as the. result of tvvo antiche-half inches vof lateral move,-v ment, tlieri uponl a faster turn the additionalY one';'and one-half'inches yofmovement would re, suitinfadditional:compression of thespring by a turn at theL primarycenter ofmotion andv ag, Cie'polides 105s .viel-banking eiei. 1t man hovvever, be desirable to provide for` early comin- Y pletion of the banking action Witha slight lossof effect upon extremely fast turns, since for normal operationand sl'oix'av turns the banking` eifectis therebyimproved. :lf-desired the'loss inbanking effect eifi't'rrne cases may belevented b5; :Other` means such as by ad"v tional Work for vthe springs proylidedgforinstanc rcy', a predetermined loyverf ingof the centerofana'ss ofthe superstructureev Referring to Fig", llcaasuitable*overall ratio of, resist" nce .may beiexpressediin- .the comparisonv ofthe amountof lateral movement .of the effecl tive, of gralvity f3 l* for the vsuperstructure torea'ch a given compressionrof the springs under Y tWosep'a1jatecondit'ons, (l).` Where turn atl the oscillations aiies l '1. is prevented by blocking,` and (Ziivvlierefturn t'fthefbanling aires is preveri ed'by blocking. Forlinstance, if a tWoinchL lathera-l;travelfofftheeffective` center of gravity.; 3 I'withthe banking axesiblocked will :produceaI;- givensprng compressionby/,turn at the primary'-v center.Y oflmotion'fvZ- Yandif it takes attvo and... one-jhalf inch 'lateralN travel 'of the center off gravitywith the oscillation axes blocked torpro-vl duce the same amount of spring compression by tui-nat the'secondary center of motion Zlpthenv thejoverall 4ratio of Aresistanceis five to four in favorof turningf at thebanking axes.` This ratio,y when once'embodied in. a mounting, remainsisubstantially, throughout I lthe' operating' range of- Space Y 

